Automatic train control



March-15, 1932. P. .slMMEN AUTOMATIC TRAIN CONTROL Original Filed Marchl5, 1923 Patented Mar.- 15", 1932 ITEDJ ,St-Msg sans - rAL J. srivnvrnn,or nenn, Yoan AUTOMATIC TRAIN coNTaoL Y f1 Reiled for abandonedapplication Serial No.V 624,691, yfiledillvlarchl 13," 1923Thisfapplicaton filedv June. v.

This invention relates'to'railway traine-onf trol, especially to traincontrolV systems in which a track circuit is employed. to auto-InaticallyV control the train and! more par-i lticularly systems inwhich* in addition to the automatic control there is also a manual .con-Atrol@A Y j i In the modern operationof railways, it is .Y founddesrahleltoynot only provide signalsl 10 for the safe movement of.trains but alsoy to provide signals for use in acilitatingthe movementof trains. 'VThisjinvention profvidesv forthree signals under `thecontralor the dispatchentwo of whichmay be used fory 15 safety and onefor facilitating trai'nvmofvement; at the same time the dispatchers con,

trol of the severalsignals is subjectV to automatic control by a track'circuit Thisinf vention is particularly adapted for single 20 trackrailways over which trains operate in both directions, andin Vordenthatyvthe dis, patcher may intelligently use thejfsey'feral'` sibnals for thesafe and quick' directie'nietA train andthe novel .features will vheparticularly 3() pointed out in the appended claims.

In describing the vinvention vin detail, reference is had totheaccompanying drawings, wherein I have lllustrated a physical `emhodihparts throughout the several views andin which: f l

Figure 1 isa schematic view 4o along the track;

, Figure 2,'represents the apparatus and cir-YV cuits on alocomotive orcar. Y

` Fig.1shows a single track consistingof rails 1 and 2; rail 1 iselectrically continuous. Rail 2 is dividedy into sections loyN meansoifinsulating jointsr las'3, thus dividing the track into block'sectionsVas A, B, CyD', Eand Ff In blocks B, Dgand Fare shown sidings as wheretralns'can meet Vand passeach other.;A

50 At the clearance pointof the siding, insulat-V ment of my inventionand whereinl like chan'r acters of reference vdesignate corresponding.'

n ofthelapparatus and circuits in the dispatchers 'oiiice and serial no.259,575.. v

ing joints as e electrically separate, the

straight portion o the siding frointhemain track. A track battery as 5is located at oneJA end ofeachblock and track relays/'as b, c, d, eV

and f, near the other. end of the block,`con

stitute with their. connections tothe rails, the:

well kknown closed track circuit. Each track relay controls twoarmatures as 6' and 7. Then the track relayv is energized,armaturesGelose's the front contact as Siandarmature 7 closes the frontcontact'as 9,'and when the track relay is'dee'nergized,lfront` contacts8` andLQare'hroke lContactas10..

Adj acent to the; trackare 'located groups of.,

train control'railsa's 11 andfl2,f1 and14, 15I and 16-and17L and'18.v,Train control railsjll n and.y armature l'Z' closes ia hackkl atrain'from block Dinto C; traincontroli mentof a rain fromihlock'@ intoblock fandv train controlv rails lturd f155. :govlern an 'east boundmovement'fro'rn block D intofblockE.

Train ycontrol rails for' west bound movements are ony one side of thecenterline 'of the ytrack and train control rails'for least houndmovements are on thecther side of the center linev of the track;`VWithwthi's arrangement,the

train Vcontrolrails are always on'the rightl hand side of the ldirectioninwhich ,the train *is'moving A` vl y In each group oiftraingcontrolrails, oneis the home train control raily 'located nearr the i entranceto a new block, and theiother l1s a dis# f l tant train control 'rail,l'ocated approximately and 18 arehoinetrain lcontrol rails; traincontrol rails 11,'.13,'1`5 and .'17 are distant trainl the brakingdistancei'rom Vthe entrance; to thenew block, thus traincontrol rails12, 1 4, 16)

ocated along;` the tracka'nd insulated from the i I .The l tour groups'of trainjcontrolfrailsll each siding where trains may pass each other.

Vhen a train control rail is charged with positive direct current it isconditioned to give a certain signal, when a locomotive is passing atrain control rail; when a train control rail is charged with negativedirect current, another or second signal is displayed on the locomotivewhen it passes the same; and when a train control rail is deenergized,still another or third signal is displayed on the locomotive when itpasses the same. The electrical energy to charge the train control railsis furnished from electrical sources such as batteries, located at thedispatchers ollice, interlocking tower or wayside station. l/Vhenmanually operated switch 19 in the dispatchers ollice makes contact withspring contact as 20, the four groups of train control rails are chargedwith positive direct current through av circuit astollows: from positivepole of battery 22, bus 23, wire 2li, spring contact 20, manuallyoperable switch 19, wire25, relay 26, line wire 27, to a. terminal 28,and from thisV terminal 28, a branch circuit is completed to traincontrol rails11 and 12 as follows: Jfrom terminal 28, wires 29 and 30,armature 7 of track relay d, wire 31, to tra-in control rails V11 and12. A second branch circuit is also established to train controlrails 18and llas follows: from terminal28, wires 29 and 82, armature 7 or"track. relay c, front contact9 and wire-33 to train control rails 13 andll. A third branch circuit is also established to train control rails 15and 16 as follows: from terminal 28,l wires 29V and 30, armature 6, oftrack rel y (Z, contact 8, and wire 34, to train control rails 15 and16. A fourth branch. circuit is also establishedto train control rails17 and 18 as follows: from terminal 28, wire 35, armature 6 of trackrelay e, front contact 8, and wire' 36 to train control rails 17 and 18.

l/Vhen the manually operated switch 19 in the dispatchers oliice makescontact with spring contact 21, the train control rails are charged withnegative direct current through a circuit as follows from the negativeside ot battery 37, bus 38, spring contact 21, switch 19, wire 25,replay 26, line wire 27, to-'terminal 28, and thence through the fourbranch circuits heretoiore described to train control rails 11 and 12,18 and 14,15 and 16 and 17 and 18. This last mentioned circuit beingtraced against the flow of current.

vWhen the manually operated switch 19 in the dispatchers otiice is inthe vertical position so as to disconnect from both spring contacts20and 21, the four groups ot train control rails are deenergized.

In addition to the train controlrails being electrically conditioned bythe position et the manually operated switch 19 in the dispatchersoilice, automatic control of the electrical conditions is provided bymeans oi' a lrack circuit, so that irrespective of the position of theswitch 19, train control rails are deenergized, thus conditioning themVto display the third signal on the locomotive, it' the bloei; ahead isoccupied by another train. For instance, if there is a train in block Das shown in hatched lines, current from track battery 5 of block D isshort circuited through 'the wheels and axles of the train, in a mannerwell known to those skilled in the art which results in armatures 6 and7 ot track relay (Z dropping. away from front contacts 8 and 9, thusbreaking the circuit to train control rails 11 and`12 and 15 and 16.Thus when block D is occupied, train control rails 11 and 12 and 15 and16 which are guarding the entrance to block Dtrom either end, aredecnergized, and are therefore conditioned to display the third signalon the locomotive as hereinafter described. When there is a train inblock C, track relay c is similarly cle-energized and armatures Sand 7ot track relay c,

drop away Yfrom front contacts 9 thus breaking` the circuit .to traincontrol rails 13 and 1l, and 17 and 18 which are guardingv the cntranceto-block C Jfrom either side.

l will now describe the apparatus and cuits on the locomotive or car,capable ot c s-. playing` threediiierent signals when a train controlrail is positively energized or negatively energized or Ideenergized,and how th particular signal receivedat'a train control railis continueduntil the nextitrain control rail is encountered.

F ig. 2 shows the apparatus and circuits on the locomotive and are'similar to Athose shown in my prior Patent, No. 1,239,049 grantedSeptember l, 1917. Three devices are shown in Fig. 2 and designated asNo. l, No. 2 and No. 3. While these devices are herein de scribed aslamps, theymay equally well ll considered an electro-magnetic device towhich motion is given depending upon whether the circuit isenergized ordeenergized. Such electro-magnetic devices may be used for otherpurposes, than, or in addition to, the display of signals to theenoineer, such as is well known inthe art; the proper-control of speedcontrol devices or electro-pneumatic air valves or both.V i

In Fig. 2 is shown an electric contact sh c 39 so positioned on thelocomotive as to malte contact with the train control rails. The coutactshoe is hinged at 40. The train control rails are inclinedV at the endso as to Jform a ramp in the usual manner and when the. contactshoeslides along this ramp, the shoe is tilted so as to'break vcontactas 41. rl`his motion of the contact shoe compresses va spring as l2.When the contact shoe leaves the other end of the train control rail,spring/l2 forces the contact shoe to the normal position, thus againmaking contact with Contact 41.A 'The locomotive also carries apolarized relay as ,43, and a battery as 44. The polarized relay 43controls a" neutral armature 45 and three polarizedl armatures 46,47 and48. When relay 43 is energized, neutral armature 45 makes contact withfront contact 49and 50 kand-when the relay is deenergized, neutralarmature45 makes contact with'back contact 51. When polarized relay 43ris positively energized, polarized armatures 46, 4 7 and 48 are in theright hand position'as shown in Fig.2, and theymake contact withcontacts 52, 53 and 54 respectively. When polarized relay 43 isnegatively energized, polarized armatures 46, 47 and 48 are in the letthand position, op@ posite to that shown in'F ig. 2 and the armaturesmake contact with contacts 55, 56 and 57 respectively. Polarizedarmature 46 by its position controls the circuit through either signals1 or 2. Polarized armatures 47 and 48 are members of a pole changingswitch used for the purpose of changing the direcf tion of the flow ofcurrent from battery 44.

When a locomotivev is passing traincontrol railswhich yare positivelyenergized, a circuit is established through battery v22 in the disfpatchers oilice as follows: frompositivepole ot battery 22, bus 23, wire24, spring contact 20, manually. operated switch 19, wire 25,v re-K' lay26, line wire 27, terminal 28", wiresf29 andi 30, armature 7 of trackrelay D, front contact 9, wire 31, to train control rails 11 or 12 andthence through Contact shoe 39 on the loco' Vmotive, wire 58, polarizedrelay 43, wires 59 and 60, wheel aXle 61,.and wheel v62, to track rail 1and thence by wire 63, to the negative side oflbattery 22. p Y

A similar circuit is established 7through battery 22 in the dispatchersoliice when the locomotive is p-assing .any other positively energizedtrain control rail, constituting one of the four groupswith thedifference that the particular branch circuit from terminal 28 to aparticular group of train control railsis substituted as hereinbeforedescribed.v

When contact shoe 39 isin contact with a positively energized traincontrol rail,polar ized relay 43'- becomes positively. energized andarmature 45makes YContact* vwithfront contacts 49 and -50 and rpolarizedarmatures 46, 47 ,and 48 assumetheY right hand posi? tion as showninFig. 2 thus lmaking contact with theirrespective.contacts 52, 53 and 54.Viththis position of the armatures a circuit is closed through signalNo-2 as follows:v

from` positivef side .of battery44, wiresv 64 and 65, contact 53,polarized armature V47, wire 66, armature 45, front Contact 49, wire 67,polarized armature 46,'contact ,52, wire 68, signal No. 2,wire69polarized armature 48, Contactv 54, wire`70, .to negativeVv pole ofbattery'44.

When the Ypole of battery37; i v

. A similar circuit is established throughbat-l contact shoe 39 leavesthe other end of the positively energized traincontrol rail, contact41again closes and a stick'circuit is established through polarizedV relay43 as follows: from positive poleoic battery 44',Y wires 64 and 65,contact 53, polarized armature 47, wire 66, armature 45,.front contact50, wire 71, Contact 41, shoe 39, wire 58, polare ized `relay 43, wires;59 and 72, polar- I ized armature 48, contact 54', wire 70 tothe other`pole of battery 44. It will thus be v seen thatsig'nal No. 2 iscontinued after contactshoe 39 has leftthetrain control rail,

since the armatures of relay inthe same position..-

When a locomotive 1s passing 43 are continued train control soV Y rails11 or 12, which are negatively energized a circuit is establishedlthrough batteryA 37 in ,fy

19, spring contact'21, and busv 38, to negative v teryl 37 inthedispatchers office when/the locomotive is passing anyother.negativelyenergized train control rail constituting one of the four groups,1withthe difference that the particular branch circuit from the train controlVrail togterminal 28 to` a particular group' of rails is substituted ashereinbefore described.

. When contact shoe 39 is in contactfwith negatively v polarized relay43 becomes negatively. enervcontacts 49 and 50 and polarized 4armaturesV46, 47 and 48 assume the left hand position Ithat isopposite to thatshown in Fig. 2,.thus Y tact 55, polarized armature 46, wire 67 frontcontact 49, armature 45, wire 66, polarized energizedv train control,-rail,g

105 gized, armature 45 makes 'Contact with front armature 47 ,contact56, and wire7O7tothe v other side of battery 44. f

When the contact 'shoe yend of the negatively energized -traincontrolrail, contact41 again closes and stick 39 leaves' the other Y' circuitis established through polarized relay -43las follows: from positivepoleof battery 44, wire 64, contact 757,`v polarized armature 48, wires72 and 59, polarized relay 43, Wire 58,.contact shoe 39, contact-4 1,wire,71 front contact. 50, armature 45,' wire 66,polarized armature 47,contact 56,- and wireA 70 to fthe otherpoleot batteryj44. `vrItnwillthus'gjbe.v

seen that'si'gnafl No. 1 is continued after contact shoe 39 has left thetrain control rail., since thearmatures ot relay 43 vare continued inthe same position. i

When a locomotive is passing a ytrain control rail which is deenergized,the'polarized rela-y 43 becomes d'eenergized and armature 45 will droprfrom Yfront contact 49 and 50, thus breaking the circuit through signalNo. 1 or No. 2, and make Contact with back contact 51. With armature 45in this position a circuit is established through signal No. 3 asfollows: positive pole of battery 44, wires 64 and 65, contact 53,polarized armature 47, wire 66, armature 45,:back contact 51, wire 75,signal No. 3, wire 69, polarized armature 48, contact 54, Jwire`7 0 tothe other pole ot' battery 44.

lVhen the contact shoe 39 leaves the other end of a deenergized traincontrol rail, con-- tact 41, of the stick circuit relay 43, is againclosed but this stick 'circuit is now inoperative, since front contact50 of armature 45 is now open. Thus signal No. 3 is continued until atrain control rail is reached which is energized. n

Thus dependingV upon `the position ot switch 19 in the dispatchersoffice', the dispatcher is enabled to display any one of the threesignals on kthe locomotive but signals No.1 or No. 2 as displayed bythedispatcher,

are annulled or made ineffective if there is a' tra-in in the blockahead, because the train control rails 'automatically `becomedeenergized by the reason ot theeilect of 'the train circuitandfinvariably signal No. 3 is displayed. Y

. InV the operation of the system, signals No. 2 vand No. 3 may -be usedto direct the movement of train safely, and signal No. v1 may be usedVfor 'facilitating the movement of trains. Thus signalNo. 2 may be usedto designate a clear'track ahead and signal No. 3 may be used as adanger signal indicating that the block ahead is occupied or that thedispatcher wants to indicate to the train crew to stop and report.Signal No. 1 being a. facility signal, may be used for any purposedesignated by the 'management ot a railway such as an indication totrain crew to take the siding at the next passing point and report.

In order :tor the dispatcher to intelligently direct the movement oftrains over his division, it is necessary for him to havea definiteknowledge of the progress the trains are making over the road and forthis purpose,- this invention provides means for reporting automaticallytrain movement-s in the dispatchers oiiice which l will now describe.

In the dispatchers oiiice is a suitably mounted record sheet as 76,driven by a roller as 77 which in turn is driven by a shaft as 78. Shaft78 receives motion from ratchet wheel as 79. A pawl as 80 is pivotallyconnected to armature 81 of electromagnet 82. When the electromagnet 82is periodically energized, motion is given to ratchet wheel 79 and pawl80. A spring as 83 normally pulls armature 81 to the right when magnet82 is not energized. Electromagnet 82 is connected by wire 84 to asuitable, well-known, make-andbreakdevice as .85, such for instance asthat shown in my prior Patent No. 1,203,146, granted October 31, 1915,which make-andbreak device lis periodically operated by a clock as 86.Wfhen the circuit through the make-and-break device is closed,electromagnet 82 is energized through thefollowing circuit: positivepole 'of battery 87, wires 88 and 89, electromagnet 82, wire 84,make-andbreak device 85, wires 90 and 91, to the other pole ot battery87. rlhe make-and-break device 85 is operated, say every ve seconds, soas to give a slow and uniform motion to record sheet 76, through ratchetwheel 79 and pawl 80. The record sheet 76 is transversely divided intosections as 92, 93 and 94, each section representing two blocks alongthe track, and longitudinally the record sheet is divided into timelines, as that designated at 13a. m., each linerepresenting a one-minuteinterval. It will thus be seen that longitudinally the record sheetassumes a constantly changing 'position during the 24 hours of the day.lidjacent to the record sheet are locatedperforating magnets 95 and 96Vcontrolling armatures as 97. Pivotally attached to armature 97 is apertorating needle as 98 so positioned adjacent to the record sheet thatwhen perforating magnets 95 and 96 are energized a perforation is madeupon the record sheet.

rlhe circuit through the perforating. magnets are controlled bytheposition of the switch 19. Switch 19 is pivoted on a shaft as 99 andforming an integral part of the switch is a contact vspring as 100. Whenswitch 19 is turned on the shaft 99 to makecontact with spring contact20, contact spring 100 will make Contact with spring contact 101, thusclosing the circuit through perforating magnet 96 at this point. Whenswitch 19 is turned so as to make contact with contact spring 21,contact spring 100 willv make contact with spring contact 102, thusclosing the circuit through perforating magnet 95 at this point. Thecircuits through perforating magnets 95 and 96 are also closed at frontcontact 103 ot armature 104 of relay26. Relay 26 becomes energized andthus closes the circuits through perforating magnet whenever a block isoccupied and switch 19 makes contact with either spring contacts 20 or21. For instance, it there is a train in block D, as shown in hatchedlines, the current from the track battery 5 is short circuited throughthe wheels and axles oi the train and the armatures of track relay Dassume the deenergized position.

the block,

Armature 7 will therefore close'back contact 10. Under these conditionsthe relay26 in the' dispatchers oflice becomes energized through circuitasfollows from positive .pole of battery22, bus 23, Wire 24, springcontact 21,v switch 19, wire 25,relay 26, line wire 27 terminal 28,wires 29 and 30, armature 7 'of track relay D, back contact 10, ywire'105, track rail 1, and wire`63, to the otherpole of battery VThe above'describedjcircuit is established as follows: from positive pole 'ofbattery 87, Y `wires 88 and 106, metallic contact plate 107,

bus 108,v wire109, perforating'magnet 95,V

wire 1 10, spring contact 102, contact spring 100, wire 111, frontcontact 103, armature 104, wire 112, bus 91, to the other pole ofbattery 87. It will thus be noted that the circuit through theperforating magnets 95 and 96 is taken 'through a circuit breakingdevice as 107, so that' this circuit is'periodi'cally broken; Thiscircuit-breaking device operates-as follows: metallic contact plate 107,is atf tache'd to armature 81 and insulated there# fronnand every timethe electromagnet 82 bev comes energized, which yas hereinbefore statedis say every five seconds, the contacts through wire 106 and bus -108 isclosedthrough 'metallic 'plate 107 VvVlhen the magnetI 82' isvdeenergized, armature 81'is vpulled v to the right by a spring 83 and.the circuit through the perforating magnets are broken.

By reason' of this periodicV breaking of the circuit, intermittentlycontinuous perforation is made on the record sheet as Vlongias relay 26is energized,which continues to be energized as long as the train isoccupying thecorresponding block.` It willthus be seen that when'a-train enters a block and switch 19 is in contactwith spring contactv21, per? forating magnet 95 begins to'4 perforate, thus Arecordingtheexact time when thetrain enl "ters the block and thisperfo'rating magnetcontinues to perforate iintilthe train has lleft thus recording thelength of VVtime the train remained inthe block.

.When Switch-1.9 1S in @butaca withspr'iig, f COIlfLACf 20, the circuit"throughw perforating magnet 96 isi Closed through contact Spring' 100and spring. contactllOl andvvhen a-train entersa block perforatingmagnetjf96'. will ,commencez toper'foratethrou'gh a circuit as""followsiV from positive pole ofl battery 87,;

Y. wires88 and 106, metallic plate 107, bus 108, Wire 109, perforatingmagnet 96, wire 113,

spring contact 101, contact spring 100,y wire 111, frontcontact 103,armature 104, wire 112, and bus91, to the other pole of battery 87. Thusperforating magnet 96 will com# mence to perforate when a train entersablock and will continue to perforate 'as long as the train is in theblock.

While in the preferred form of my inven-` tion VI have shown recordingmeans to give the rdispatcher knowledgeof the location andi progress oftrains. "I do not Wish to be restricted to the recording means shown.Any means automatically indicating at the dispatchers office thelocation and kprogress of the trains may be considered'an equivalentwithin the scope of my invention. For instance, the perforating magnets95 and 96 may be indication lamps vwhich are lighted when theirlrespective circuits are closed; thus Vvisibly indicating the locationand progress of the trains. On the perforating magnets 95 and 96 may beany form'of electrical translating devices which' indicate Y when thecircuits through them are closed;

thus theposition of armature 97 in itself may Y be a visible indicationto the dispatcher of the location and progress of trains.

Although I have particularly' described and 'illustrated one preferredphysical em-y bodiment of my invention andeXplained` the' principle andconstructionthereof, nevertheless I desire to have itunderstood that theform selected is merely illustrative, and does not exhaust the possiblephysical embodiment of means underlying my invention, For instance fiXedsignals along the trackway may be substituted'for or added to thecab-signals shoWnherein; such asare shown in my pend'- ing applicationSerial No. 278,568 filed May 17, 1928, without departing from thespirit' and scope of the invention.

What is claimed-is: n 1. A train controly and dispatchingsystem forrailways comprising aseries of 'single track sections divided intoblocks, ya track circuit for eachl block,passingrsidings, at

intervals along the trackway to ypermit'the passage of trains, onesiding for each section, trains for operating in either direction overthe single track sections,means for actuating three signalsgoverningtlie movement of a train in one direction through; ausection,means for actuating three signals'for governe ing the .movement ofatrain in the opposite' one controlling means being manuallyoperdirection through the section and two means for controllingthesignal actuatingmean's,

ated at acentraloffice, the other controlling ,125

means being operated by track circuits in fonrailways comprisingy aseries of 'single lsaid section andan adjoining block ofv an f adjacentsection.,`V v Y Y2. AVtrain-contr'ol-an'd dispatching system tracksections divided into blocks, a track circuit foreach block, passingsidings at intervals along the trackway to permit the passage of trains,one sidingiior each section, trains for operating in either directionover the single track sections, means for actuating proceed, caution,and danger signals forgoveriiing the movement of a train through eachsection, said actuating means being provided m" for each direction oftrain movement, a central office, a dispatching circuit'between thecentral office and the section, and two means each including thedispatching circuit for controlling the signal actuating means, one L53controlling means being manually operated at the central oiiice, and theother controlling means being automatically operated by track circuitsin said section and an adjoining block of an adjacent section.

3. A train control and dispatching system for railways comprising aseries of single track sections divided into blocks, a track circuit foreach block, passing sidings at intervals along the trackway to permitthe passage 25,` of trains, one siding for each section, trains foroperating in either direction over the single track sections, means foractuating three signals governing the movement of a train in onedirection through a section, means 3Q tor actuating'thiee signals forgoverning the movement oi a train in the opposite direction through thesection, two means for controlling the signal actuating means, onecontrolling means being' manually operated at a 35 `central office, theother controlling means being operated by track circuits in said sectionand an adjoining block ofV an adjacent section, and means including saidtrack circuits for indicating at the central oilice the location of atrain.

" 4. A train control and dispatching system :tor railways comprising aseries of single track sections divided into blocks, a track circuit foreach block, passing sidingsA at in- .tervals along the trackway topermit the pas- Sage of trains, one side for each section, trains foroperating in either direction over the single track sections, means foractuating three signals governing themovement of a train in onedirection through a section, means for actuating three signals forgoverning the movement of a train in the opposite direction through thesection, two means for controlling the signal actuating means, onecontrolling means being manually operated at a central office, the othercontrolling means being operated by track circuits in said section andan adjoining block of an yadjacent agr section, and means including saidtrack circuits for indicating at the central oilice the location or" atrain in relationto said track section.

5. A train control and dispatching system for railways comprising aseriesoi single track sections divided into blocks, a track fill circuitfor each block, passing sidings at intervals' along the trackway topermit the passage of trains, one siding for each section, trains foroperating in either direction over the single track sections, means foractuating proceed, caution, and danger signals for governing themovement of a train through each section, said actuating means beingprovided for each direction of train movement, a central oi'iice, adispatching circuit between the central oiiice and the section, twomeans each including the dispatching circuit for controlling the signalactuating means, one controlling means being manually operated at thecentral oiiice, and the other controlling means being automaticallyoperated by track circuits in said section and an adjoining block of anadjacent section, and means including said dispatching circuit and saidtrack circuits ;tor indicating at the central olfice the location ofv atrain.

6. A train control and dispatching system comprising a single trackrailway including a series of sections divided into blocks, a trackcircuit ,for each block, sidings at intervals along the trackway topermit the passage of trains, one siding for each section, trains foroperating in either direction over the single track sections, means foractuating proceed, caution, and stop signals governingv the movement ofa train moving in either direction through a section, said signalactuating means being controlled by track circuit means of a precedingblock to provide rear end protection from block to block and alsoproviding head on protection for the single track sections, and twomeans for controlling the signals, one means being manually operated ata centrali oiiice and the other controlling means being automaticallyoperated by tra-ck circuits in said section. and an adjoining block ofan adjacent section.

7. A train control and dispatching system comprising a single trackrailway including a series of sections divided into blocks, a trackcircuit for each block, sidings at intervals along the trackway topermit the passage of trains, one siding for each section trains foroperating in either direction over the single track sections, means foractuating proceed, caution, and stop signals governingthe movementoi atrain moving in either direction through a section., said signalactuating means being controlled by track circuit `means of a precedingblock to p-rovide rear end protection from block to block and alsoproviding head onprotection for the single track sections, two means forcontrollingthe signals', one means being manually operated at a centralothce and the other controlling means being automatically operated bytrack circuits in saidV section and an adjoining block` of an adjacentsection, and means. including said-track circuits for indiilu `eating atthe central oi'ifice the locationof a y train. y

8. A train control-and dispatching system for railWays comprising aseries of single track sections divided into blocks, a track circuit foreach block, passing sidings at intervals alongV the trackway, one sidingfor each section, trains for operatinoP in either direction over thesingle track sections, a cenjo tral oce, a dispatching circuit Afrom theccntral oiiice tothe sections, means adjacent each section for supplyingelectrical energy to a train, means on the train for displaying threedistinctive signals in accordance With the Y f 15 character of energysupplied thereto, and tWoV means for controlling the supply of energy,onel controlling means comprising a lswitch at the central oiice forenergizing the `dispatching circuit, the other'controlling means 20comprising track circuits in said section and an adjoining' block of anadjacent section. f

9. A train control and dispatching systemv for railways comprising a'series of single track sections divided into blocks, a track circuit foreach block, passing 'sidingsat` intervals along the trackway, one sidingfor cach section, trains for operating in either direction overthe'single track sections, aA Y central office, a dispatching circuitfrom the (e, central oficetothe sections, means adjacent each sectionfor supplying electrical energy to a train, means on the train fordisplaying three distinctive signals in accordance with the character ofenergy supplied thereto, tWo means for controlling the supply Vofenergy, one controlling means comprising a switch .at the central oiicefor energizing the: d is-` patching circuit, the other controlling meanscomprising track circuits in said section and f m an adjoining blockrofan adjacent section,

and means for indicating at the central oiice the acceptance of a signalby a train.

Y PAUL J. SIMMEN.

